Steering control device and steering control method

Abstract

To reduce discomfort given to a driver in a control stick type steering member.SOLUTION: A steering control device 100 includes a steering reaction force control part 157 for controlling a steering reaction force device 117, a reaction force control part for controlling at least one of a right reaction force device 113 and a left reaction force device 114, and a state changing part 159 for changing other control state on the basis of one control state of the steering reaction force control part 157 and the reaction force control part, for a steering device 101 which includes: a steering shaft body 119 rotating around a steering shaft 219; a right gripping member 111 rotating around a right rotary shaft 211 extending in a direction crossing the steering shaft 219; a left gripping member 112 rotating around a left rotary shaft 212; a steering reaction force device 117 for imparting reaction force to the steering shaft body 119; a right reaction device 113 for imparting reaction force to the right gripping member 111; and a left reaction force device 114 for imparting reaction force to the left gripping member 112.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a steering control device for controlling a steering used by a driver to steer a vehicle, and a steering control method.

Background Art

[0002] Conventionally, there has been a so-called joystick-type steering member in which a driver grips left and right gripping members provided at the tips of levers protruding left and right, rather than a so-called steering wheel in the form of an annular shape as a steering member of a vehicle.

[0003] For example, Patent Document 1 describes a technique for generating a steering reaction force around a steering axis with respect to a joystick-type steering member, and generating a gripping member reaction force that rotates in a direction opposite to the direction in which the driver rotates the gripping member with respect to the gripping member.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] As a result of intensive experiments and research on a joystick-type steering member, the inventor has found that when the balance between the steering reaction force and the gripping member reaction force is lost during steering, it may give the driver a sense of discomfort.

[0006] The present invention has been made based on the above findings of the inventor, and an object thereof is to provide a steering control device and a steering control method that control so as to reduce the sense of discomfort given to a driver in a so-called joystick-type steering member.

Means for Solving the Problems

[0007] To achieve the above object, a steering control device according to one aspect of the present invention is a steering shaft body that rotates around a steering shaft, a first gripping member that a driver grips to rotate the steering shaft body and rotates around a first rotation axis extending in a direction intersecting the steering shaft, a second gripping member that a driver grips to rotate the steering shaft body and rotates around a second rotation axis extending in a direction intersecting the steering shaft, a steering reaction force device that applies a reaction force to the steering shaft body, a first reaction force device that applies a reaction force to the first gripping member, and a second reaction force device that applies a reaction force to the second gripping member. For a steering device provided with the above, a steering reaction force control unit that controls the steering reaction force device, a reaction force control unit that controls at least one of the first reaction force device and the second reaction force device, and a state change unit that changes the other control state based on one control state of the steering reaction force control unit and the reaction force control unit are provided.

[0008] Also, to achieve the above object, a steering control method according to another aspect of the present invention is that for a steering device including a steering shaft body that rotates around a steering shaft, a first gripping member that a driver grips to rotate the steering shaft body and rotates around a first rotation axis extending in a direction intersecting the steering shaft, a second gripping member that a driver grips to rotate the steering shaft body and rotates around a second rotation axis extending in a direction intersecting the steering shaft, a steering reaction force device that applies a reaction force to the steering shaft body, a first reaction force device that applies a reaction force to the first gripping member, and a second reaction force device that applies a reaction force to the second gripping member, the steering reaction force control unit controls the steering reaction force device, the reaction force control unit controls at least one of the first reaction force device and the second reaction force device, and the state change unit changes the other control state based on one control state of the steering reaction force control unit and the reaction force control unit.

Advantages of the Invention

[0009] According to the present invention, it is possible to suppress the discomfort of a driver who drives using a joystick-type steering member with respect to steering and improve steering accuracy.

Brief Description of the Drawings

[0010]

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BEST MODE FOR CARRYING OUT THE INVENTION

[0011] Hereinafter, embodiments of a steering control device and a steering control method according to the present invention will be described with reference to the drawings. Note that the following embodiments are examples for explaining the present invention and are not intended to limit the present invention. For example, the shapes, structures, materials, components, relative positional relationships, connection states, numerical values, mathematical formulas, the contents of each step in the method, the order of each step, etc. shown in the following embodiments are examples, and may include contents not described below. In addition, geometric expressions such as parallel and orthogonal may be used, but these expressions do not indicate mathematical strictness and include substantially allowable errors, deviations, etc. Also, expressions such as simultaneous and identical include a substantially allowable range.

[0012] Also, the drawings are schematic diagrams that are appropriately emphasized, omitted, or adjusted in ratio for explaining the present invention, and are different from the actual shapes, positional relationships, and ratios. Also, the X-axis, Y-axis, and Z-axis shown in the drawings indicate orthogonal coordinates arbitrarily set for the explanation of the drawings. That is, the Z-axis does not necessarily coincide with the axis along the vertical direction, and the X-axis and Y-axis do not necessarily exist in the horizontal plane.

[0013] Also, in the following, a plurality of inventions may be comprehensively described as one embodiment. Also, a part of the content described below is explained as an arbitrary component related to the present invention.

[0014] FIG. 1 is a perspective view showing a steering device. FIG. 2 is a front view showing the internal structure of the steering device. FIG. 3 is a top view showing the internal structure of the steering device. The steering device 101 is a device to be controlled by the steering control device 100. The steering device 101 is a device attached to a vehicle such as an automobile and receives operations related to the driving of the vehicle, and includes a steering member 110, a steering reaction force device 117, a right reaction force device 113 which is a first reaction force device, and a left reaction force device 114 which is a second reaction force device.

[0015] In the case of this embodiment, the steering device 101 is attached to the vehicle body via the attachment member 140 while being suspended by the attachment member 140, and the steering member 110 can be moved in the longitudinal direction (Y-axis direction) of the vehicle body. The steering device 101 is one of the components of a so-called SBW (Steer by Wire) system that can steer the steered wheels even when the steering member 110 and the steered wheels are not mechanically connected. During manual driving, the steering device converts the angle of the rotational operation of the steering member 110 by the driver into a signal and transmits it to the steering device that steers the steered wheels.

[0016] The steering member 110 is a member that receives the operation of the driver for steering the vehicle, and includes a steering shaft body 119, a right grip member 111 that is a first grip member, and a left grip member 112 that is a second grip member.

[0017] The steering shaft body 119 is a member extending in the Y-axis direction, supports the right grip member 111 and the left grip member 112 (hereinafter, these may be collectively referred to as "grip members") that the driver grips for steering the vehicle, and is a member called a boss or the like that rotates around the steering shaft 219 (around the Y-axis) by the force applied from the driver to the grip members.

[0018] The steering reaction force device 117 applies a reaction force to the right grip member 111 and the left grip member 112 against the torque generated in the steering shaft body 119 by the force applied by the driver to the right grip member 111 and the left grip member 112 around the steering shaft 219, and is a device that allows the driver operating the steering member 110 not mechanically connected to the steered wheels to sense the weight of steering or the like. The type of the steering reaction force device 117 is not limited. In the case of this embodiment, the steering reaction force device 117 includes a motor, a shaft body rotation angle detection device 118 (see FIG. 4), and a steering reaction force transmission mechanism (not shown) such as a belt drive and a reduction gear.

[0019] The shaft body rotation angle detection device 118 is a device that detects the rotation angle of the steering shaft body 119 around the steering shaft 219. In the case of this embodiment, the rotation angle of the steering shaft body 119 detected by the shaft body rotation angle detection device 118 is used for controlling the reaction force applied to the gripping member, and is also used for controlling the traveling direction of the vehicle, controlling the reaction force applied to the steering shaft body 119, and the like. The type of the shaft body rotation angle detection device 118 is not particularly limited, and for example, a resolver, a rotary encoder, etc. can be exemplified.

[0020] The right gripping member 111 is a member that the driver grips with the right hand during manual driving or the like to rotate the steering shaft body 119 around the steering shaft 219. Further, the right gripping member 111 is attached so as to rotate with respect to the steering shaft 219 around the right rotation shaft 211, which is a first rotation shaft extending in the direction (X-axis + direction) intersecting the steering shaft 219. In the case of this embodiment, the right gripping member 111 is disposed at a position away from the steering shaft body 119 in the radial direction centered on the steering shaft 219, and the steering shaft body 119 and the right gripping member 111 are connected by a cylindrical right connecting member 115. The steering shaft body 119 and the right connecting member 115 are fixedly connected, and the right gripping member 111 and the right connecting member 115 are rotatably connected around the right rotation shaft 211 (around the X-axis).

[0021] The left gripping member 112 is a member that the driver grips with the left hand during manual driving or the like to rotate the steering shaft body 119 around the steering shaft 219. Further, the left gripping member 112 is attached so as to rotate with respect to the steering shaft 219 around the left rotation shaft 212, which is a second rotation shaft extending in the direction (X-axis - direction) intersecting the steering shaft 219. Incidentally, the right rotation shaft and the left rotation shaft may be collectively referred to as the "gripping member rotation shaft". In the case of this embodiment, the left gripping member 112 is disposed at a position away from the steering shaft body 119 in the radial direction centered on the steering shaft 219, and the steering shaft body 119 and the left gripping member 112 are connected by a cylindrical left connecting member 116. The steering shaft body 119 and the left connecting member 116 are fixedly connected, and the left gripping member 112 and the left connecting member 116 are rotatably connected around the left rotation shaft 212 (around the X-axis).

[0022] In the case of this embodiment, the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 are arranged in a single plane (XY plane), and the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 are arranged so as to intersect at right angles. The right rotation shaft 211 and the left rotation shaft 212 are arranged on a straight line. Note that the positional relationship among the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 is not limited to the above, and the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 do not have to be arranged in a single plane. Also, the steering shaft 219, the right rotation shaft 211, and the left rotation shaft 212 do not have to intersect at right angles. Further, the right rotation shaft 211 and the left rotation shaft 212 may intersect. Note that "intersect" includes intersection in a plane where the axes intersect and three-dimensional intersection (twist) where the axes do not intersect.

[0023] The right reaction force device 113 is a device that applies a reaction force to the right grip member 111 against the torque applied by the driver to the right grip member 111 around the right rotation shaft 211. The type of the right reaction force device 113 is not limited. In the case of this embodiment, the right reaction force device 113 includes a right motor 121, a right rotation angle detection device 123 such as an encoder or a resolver, and a right transmission mechanism 125 such as a belt drive or a reduction gear.

[0024] The left reaction force device 114 is the same as the right reaction force device 113 and is a device that applies a reaction force to the left grip member 112 against the torque applied by the driver to the left grip member 112 around the left rotation shaft 212. The type of the left reaction force device 114 is not limited. In the case of this embodiment, the left reaction force device 114, like the right reaction force device 113, includes a left motor 122, a left rotation angle detection device 124, and a left transmission mechanism 126. Note that the right reaction force device 113 and the left reaction force device 114 may be collectively referred to as "grip reaction force devices".

[0025] FIG. 4 is a block diagram showing the functional configuration of the steering control device. The steering control device 100 is a device that controls so that the steering reaction force applied to the steering shaft body 119 and the gripping reaction force applied to the gripping member cooperate with each other. As a processing unit realized by causing a program to be executed by a processor included in the steering control device 100, the steering control device 100 includes a steering reaction force control unit 157, a right reaction force control unit 151 that is a reaction force control unit, a left reaction force control unit 152 that is a reaction force control unit, a shaft body rotation angle acquisition unit 158, a right rotation angle acquisition unit 153, a left rotation angle acquisition unit 154, and a state change unit 159.

[0026] The shaft body rotation angle acquisition unit 158 acquires the rotation angle around the steering shaft 219 of the steering shaft body 119, that is, the so-called steering angle, based on the signal output from the shaft body rotation angle detection device 118. In the case of the present embodiment, the shaft body rotation angle acquisition unit 158 sets the rotation angle of the steering shaft body 119 in a state where the right gripping member 111 and the left gripping member 112 are horizontally arranged as shown in FIG. 1 to 0 degrees, and the clockwise (rightward) direction as the positive direction P and the counterclockwise (leftward) direction as the negative direction N when viewed from the driver, and acquires the rotation angle of the steering shaft body 119. Note that the allowable rotation angle of the steering shaft body 119 may be 90 degrees or more and less than 180 degrees on each of the left and right sides.

[0027] The right rotation angle acquisition unit 153 acquires the right rotation angle, which is the rotation angle around the right rotation shaft 211 of the right gripping member 111, based on the signal output from the right rotation angle detection device 123. In the case of the present embodiment, as shown in FIG. 1, the right rotation angle acquisition unit 153 sets the direction in which the upper end portion of the right gripping member 111 rotates from the front to the back when viewed from the driver as the upward direction U and the direction in which it rotates from the back to the front as the downward direction D in a state where the right gripping member 111 and the left gripping member 112 are horizontally arranged, and acquires the right rotation angle of the right gripping member 111. Also, the right rotation angle acquisition unit 153 sets the neutral position to 0 degrees. Note that in the case of the present embodiment, since the right gripping member 111 is spherical, the neutral position and the rotation posture of the right gripping member 111 are not associated with each other, but if there are shape features on the right gripping member 111, the neutral position and the rotation posture of the right gripping member 111 may be associated with each other.

[0028] The left rotation angle acquisition unit 154 acquires the left rotation angle, which is the rotation angle around the left rotation axis 212 of the left gripping member 112, based on the signal output from the left rotation angle detection device 124. Note that the right rotation angle and the left rotation angle may be collectively referred to as the "gripping member rotation angle". In the case of this embodiment, as shown in FIG. 1, the left rotation angle acquisition unit 154 acquires the left rotation angle of the left gripping member 112 with the upper end of the left gripping member 112 rotating from the front to the back as viewed by the driver being the upward direction U and the rotation direction from the back to the front being the downward direction D in a state where the right gripping member 111 and the left gripping member 112 are horizontally arranged. Also, the left rotation angle acquisition unit 154 sets the neutral position as 0 degrees. Note that in the case of this embodiment, since the left gripping member 112 is spherical, the neutral position and the rotation posture of the left gripping member 112 are not associated with each other. However, if there are shape features on the left gripping member 112, the neutral position and the rotation posture of the left gripping member 112 may be associated with each other.

[0029] The steering reaction force control unit 157 controls the steering reaction force device 117 to generate a force that allows the driver to recognize, via the steering member 110, forces such as the force received by the steered wheels from the road surface, and a force that rotates the steering member 110 around the steering axis 219 in response to a restoring force when the vehicle returns to straight travel. In the case of this embodiment, the steering reaction force control unit 157 includes a high reaction force mode that controls to generate a relatively strong steering reaction force in the steering reaction force device 117 when cruising at a relatively high speed on a highway, etc., a medium reaction force mode that controls to generate a medium steering reaction force in the steering reaction force device 117 when traveling at a medium speed in an urban area, etc., and a low reaction force mode that controls to generate a relatively weak steering reaction force in the steering reaction force device 117 when turning significantly at a relatively low speed in a parking lot, etc. The above three control states (reaction force modes) provided by the steering reaction force control unit 157 are selected based on the driving information of the vehicle.

[0030] The right reaction force control unit 151 independently controls the right reaction force device 113, and when the driver applies a force around the right rotation axis 211 to the right grip member 111, it generates a reaction torque that resists the applied force in the right reaction force device 113. In the case of this embodiment, the right reaction force control unit 151 controls the right reaction force device 113 based on the shaft body rotation angle acquired from the shaft body rotation angle acquisition unit 158 and the right rotation angle acquired from the right rotation angle acquisition unit 153.

[0031] The left reaction force control unit 152 independently controls the left reaction force device 114, and when the driver applies a force around the left rotation axis 212 to the left grip member 112, it generates a reaction torque that resists the applied force in the left reaction force device 114. In the case of this embodiment, the left reaction force control unit 152 controls the left reaction force device 114 based on the shaft body rotation angle acquired from the shaft body rotation angle acquisition unit 158 and the left rotation angle acquired from the left rotation angle acquisition unit 154.

[0032] The state change unit 159 changes the control state of one of the steering reaction force control unit 157 and the reaction force control unit based on the control state of the other. In the case of this embodiment, it changes the control state of the reaction force control unit corresponding to the three different control states of the high reaction force mode, medium reaction force mode, and low reaction force mode provided in the steering reaction force control unit 157.

[0033] FIG. 5 is a flowchart showing the flow of the steering control method. The control method of the steering control device 100 is not particularly limited, but in the case of this embodiment, the steering reaction force control unit 157 acquires driving information such as the vehicle speed, acceleration, and yaw rate from an ECU (Electronic Control Unit) or the like (S101). The right rotation angle acquisition unit 153 and the left rotation angle acquisition unit 154 acquire the grip member rotation angles respectively (S102). The steering reaction force control unit 157 selects one of the high reaction force mode, medium reaction force mode, and low reaction force mode based on the driving information (S103).

[0034] When the steering reaction force control unit 157 selects the high reaction force mode (S104, high), the right reaction force control unit 151 controls the right reaction force device 113 so that the reaction force increases relatively rapidly as the right rotation angle increases, like the high gripping mode in the graph shown in FIG. 6 (S105). At the same time, the left reaction force control unit 152 controls the left reaction force device 114 so that the reaction force increases relatively rapidly as the left rotation angle increases (high gripping mode) (S106).

[0035] When the steering reaction force control unit 157 selects the medium reaction force mode (S104, medium), the right reaction force control unit 151 controls the right reaction force device 113 so that the reaction force increases moderately as the right rotation angle increases, like the medium gripping mode in the graph shown in FIG. 6 (S107). At the same time, the left reaction force control unit 152 controls the left reaction force device 114 so that the reaction force increases moderately as the left rotation angle increases (medium gripping mode) (S108).

[0036] When the steering reaction force control unit 157 selects the low reaction force mode (S104, low), the right reaction force control unit 151 controls the right reaction force device 113 so that the reaction force increases relatively slowly as the right rotation angle increases, like the low gripping mode in the graph shown in FIG. 6 (S109). At the same time, the left reaction force control unit 152 controls the left reaction force device 114 so that the reaction force increases relatively slowly as the left rotation angle increases (low gripping mode) (S110).

[0037] The right reaction force control unit 151 and the left reaction force control unit 152 may control the right reaction force device 113 and the left reaction force device 114 with a plurality of maps having different slopes as shown in FIG. 6. Here, in the map of FIG. 6, it is controlled using the following calculation formula 1. T = k×θ ··· Calculation formula 1. Note that T: reaction force (torque), θ: gripping member rotation angle, k: coefficient. k uses k1 in the high gripping mode, k2 in the medium gripping mode, and k3 in the low gripping mode (k1>k2>k3).

[0038] According to the steering control device 100 and the steering control method according to the above embodiment, since the control mode of the gripping force of the gripping member changes according to the control mode of the steering reaction force, it is possible to suppress the discomfort of the driver who grips and operates the steering member 110, and improve the steering accuracy. For example, when the steering reaction force is in the high reaction force mode, the reaction force control of the gripping member changes to the high gripping mode, making it easier to apply force to the gripping member and enabling precise steering. On the other hand, when the steering reaction force is in the low reaction force mode, the reaction force control of the gripping member changes to the low gripping mode, making the gripping member easier to rotate and enabling steering in a comfortable state.

[0039] Note that the present invention is not limited to the above embodiment. For example, another embodiment realized by arbitrarily combining the components described in this specification and excluding some of the components may also be an embodiment of the present invention. Also, modification examples obtained by applying various modifications that those skilled in the art can come up with without departing from the gist of the present invention, that is, the meaning indicated by the language described in the claims, with respect to the above embodiment are also included in the present invention.

[0040] For example, instead of changing the control state of the gripping reaction force according to the control state of the steering reaction force, the control state of the steering reaction force may be changed according to the control state of the gripping reaction force. As an example, as shown in FIG. 7, the gripping reaction force control unit can acquire warning information, and may create a vibration control state in which at least one of the right reaction force device 113 and the left reaction force device 114 is controlled to rotate and vibrate the right gripping member 111 and the left gripping member 112 to warn the driver. The warning information is information issued when a state that should be notified to the driver occurs, such as the distance between the vehicle and the lane becoming less than or equal to the lane threshold value, continuously performing manual driving for more than the driving threshold time, or the current speed being too fast for the curvature of the next incoming curve.

[0041] FIG. 8 is a flowchart showing the flow of a steering control method when warning by vibrating the gripping member. When the vibration warning mode is valid (S201, Yes) and the gripping reaction force control unit acquires warning information (S202), the gripping reaction force control unit determines whether the warning information requires warning the driver by vibrating the gripping member (S203). When it is determined that warning by vibration is necessary (S203, Yes), the gripping reaction force control unit controls the gripping reaction force device in the high gripping mode and vibrates the gripping member (S204). When the vibration control state is entered, the state change unit 159 changes the control state of the steering reaction force control unit 157 to the high reaction force mode so that the steering reaction force increases (S205). According to this, even when the gripping member vibrates, the stability of steering can be ensured by increasing the steering reaction force. As the high reaction force mode, for example, as shown in the upper part of FIG. 9, a high reaction force mode can be exemplified in which the reaction force based on the rotational angular velocity shown in the lower part of FIG. 9 is converted into a reaction force that changes based on the rotation angle and added to the map of the medium reaction force mode that depicts hysteresis. The map shown in the lower part of FIG. 9 can be obtained by a method of calculating a virtual friction term, for example, called the LuGre model. Also, as shown in FIG. 10, a high reaction force mode may be set by setting a high current limit value higher than the medium current control limit value of the power supply device that supplies current to the medium reaction force mode steering reaction force device.

[0042] On the other hand, when the vibration warning mode is invalid (S201, No), or when it is determined that warning by vibration is unnecessary (S203, No), based on the driving information, the steering reaction force control unit 157 controls the steering reaction force device 117 in the corresponding mode (S206), and the gripping reaction force control unit controls the gripping reaction force device in the mode changed by the state change unit 159 according to the control mode of the steering reaction force control unit 157 (S207). The flowchart of this part corresponds to the flowchart showing the flow of the steering control method shown in FIG. 5.

[0043] Also, as shown in FIG. 11, when the rotation angle reaches a predetermined rotation angle or more, the reaction force may be set to a strong constant value, and the gripping member may not be rotated by a predetermined rotation angle or more. In this case, the gripping reaction force control unit may control the gripping member based on a map corresponding to each mode shown in FIG. 11, or may control the reaction force using the following calculation formula 2. T = -α (θ < -β), T = k×θ (-β < θ < β), T = α (θ > β) ··· Calculation formula 2. Here, T is the reaction force (torque), θ is the rotation angle of the gripping member, α is the eigenvalue of the reaction force, and β is the eigenvalue of the rotation angle of the gripping member. Also, as shown in FIG. 12, the mode may be changed by switching the current control limit value of the power supply device that supplies current to the corresponding reaction force device to low current, medium current, and high current.

[0044] Also, the reaction force that changes based on the rotational angular velocity of the gripping member as shown in FIG. 13 may be converted into a reaction force that changes based on the rotation angle and controlled. The map shown in FIG. 13 can be obtained by a method of calculating a virtual friction term, for example, called the LuGre model. On the other hand, the map shown in FIG. 13 may be stored in advance, and the control unit may control to add it to the map shown in FIG. 6. Alternatively, the calculation formula of the friction term used in the LuGre model may be directly added to the calculation formula 1 for control.

Industrial Applicability

[0045] The present invention can be used in vehicles such as automobiles.

Explanation of Signs

[0046] 100…Steering control device, 101…Steering device, 110…Steering member, 111…Right grip member, 112…Left grip member, 113…Right reaction force device, 114…Left reaction force device, 115…Right connecting member, 116…Left connecting member, 117…Steering reaction force device, 118…Shaft body rotation angle detection device, 119…Steering shaft body, 121…Right motor, 122…Left motor, 123…Right rotation angle detection device, 124…Left rotation angle detection device, 125…Right transmission mechanism, 126…Left transmission mechanism, 140…Mounting member, 151…Right reaction force control unit, 152…Left reaction force control unit, 153…Right rotation angle acquisition unit, 154…Left rotation angle acquisition unit, 157…Steering reaction force control unit, 158…Shaft body rotation angle acquisition unit, 159…State change unit, 211…Right rotating shaft, 212…Left rotating shaft, 219…Steering shaft

Claims

1. For a steering device including a steering shaft body that rotates about a steering shaft, a first gripping member that a driver grips to rotate the steering shaft body and that rotates about a first rotation axis extending in a direction intersecting the steering shaft, a second gripping member that a driver grips to rotate the steering shaft body and that rotates about a second rotation axis extending in a direction intersecting the steering shaft, a steering reaction force device that applies a reaction force to the steering shaft body, a first reaction force device that applies a reaction force to the first gripping member, and a second reaction force device that applies a reaction force to the second gripping member, a steering reaction force control unit that controls the steering reaction force device; a reaction force control unit that controls at least one of the first reaction force device and the second reaction force device; a state change unit that changes the control state of one of the steering reaction force control unit and the reaction force control unit based on the control state of the other; A steering control device comprising the same.

2. The state change unit changes the control state of the reaction force control unit in response to a change in the control state of the steering reaction force control unit. The steering control device according to claim 1.

3. The reaction force control unit has a vibration control state in which it controls at least one of the first reaction force device and the second reaction force device to rotate and vibrate at least one of the first gripping member and the second gripping member, and the state change unit changes the control state of the steering reaction force control unit so that the steering reaction force increases when the reaction force control unit enters the vibration control state. The steering control device according to claim 1 or 2.

4. For a steering device including a steering shaft body that rotates about a steering shaft, a first gripping member that a driver grips to rotate the steering shaft body and that rotates about a first rotation axis extending in a direction intersecting the steering shaft, a second gripping member that a driver grips to rotate the steering shaft body and that rotates about a second rotation axis extending in a direction intersecting the steering shaft, a steering reaction force device that applies a reaction force to the steering shaft body, a first reaction force device that applies a reaction force to the first gripping member, and a second reaction force device that applies a reaction force to the second gripping member, a steering reaction force control unit controls the steering reaction force device, a reaction force control unit controls at least one of the first reaction force device and the second reaction force device, and a state change unit changes the control state of one of the steering reaction force control unit and the reaction force control unit based on the control state of the other. A steering control method.

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